Slip-form paving machine



March 1961 G. E. PERKINS ET AL 2,976,783

SLIP-FORM PAVING MACHINE 4 Sheets-Sheet 1 Filed Oct. 14, 1954 l--||Illlll|l|lllllilllllllllll l-"lllilllllFIIIIIIIIIIIIIHIII GLEN E. PERKINS GEORGE W. DALE IIIIIHIIIIIIIII -F III! lllllllllllll ullf Mm W? 275 March 28, 1961 G. E. PERKINS ETAL 2,976,783

SLIP-FORM PAVING MACHINE Filed Oct. 14, 1954 4 Sheets-Sheet 2 GLEN E. PERKINS 74 W ja/IAM Q4 flflgz March 28, 1961 .G. E. PERKINS ET AL 2,976,783

SLIP-FORM PAVING MACHINE 4 Sheets-Sheet 5 Filed 001;. 14, 1954 JHZEHZEEE GLEN E. PERKINS 650/265 W. DALE March 28, 1961 G. E. PERKINS ET AL 2,976,783

SLIP-FORM PAVING MACHINE Filed Oct. 14, 1954 4 Sheets-Sheet 4 GLEN E. PERKINS GEORGE W. DALE .HZZZua 2,97s;7ss

SLlP-FGRM ravnso MAC Glen E. Perkins, 1428 40th Ave, and George W. Dale, 1919 16th St., both of Rock Island, llll.

Filed Oct. 14, 1954, Ser. No. 462,309

1 Claim. (Cl. 94-44) This invention relates to improvements in road building machines and refers particularly to a machine for laying a concrete road without the use of pro-erected forms.

In the laying of concrete roads, one method now in extensive use resides in leveling the road situs and erecting forms along the marginal edges of the road. Various machines then travel along the length of the road, using the forms as tracks or rails, the machines functioning to level the concrete to the tops of the forms; vibrate the concrete; screed or smooth the concrete surface and finish the upper surface of the road.

Of the crew which is working on the road, fifty percent or more of the men are devoted to setting up the forms in advance of the machines and dismantling the forms after the machines have passed. The task of erecting the forms is considerable since the forms must be laid accurately as to level (the upper edges of the forms determine the level of the road), and, in addition, the forms must be erected with sufficient strength to function as tracks or rails for the relatively heavy machines which pass over them. I

The present invention in its broad aspects contemplates a machine for performing the function of the machines hereinbefore described, the apparatus comprising the machines being supported and carried upon oppositely spaced slip forms which have the dual function of transporting the machine forwardly and at the same time provide the forms for defining the level and lateral margins of the concrete road.

Machines have heretofore been proposed for road building purposes which carry their own forms. However, in substantially all instances the machine ispropelled by tracks which rest upon the ground laterally outwardly from the forms. In view of the fact that the tracks carry the forms, it is necessary to grade and level the road site a considerable distance laterally outwardly beyond the intended lateral edges of the road to afford alevel path along which the tracks travel. In addition, the tracks heretofore used are of such nature that they tend to conform to all local undulations of the path over which they travel and in view of the fact that the forms, carried by the tracks, move upwardly and downwardly as the tracks move upwardly and downwardly, it is diflicult to construct a level road since the level of the road is dependent upon the upper edges of the forms.

in the present invention, the tracks and the forms are in longitudinal alignment, the forms being supported directly above and on said tracks. Hence, the path of travel of the tracks is coincident with the longitudinal axes of the forms. Accordingly, it is unnecessary to grade and level the road site materially laterally beyond the lateral edges of the intended road. In addition, the forms which are relatively elongated and rigid, rest directly upon the tracks and hence the tracks move along a relatively long straight line determined by the lower surfaces of the forms. Hence, the tracks do not conform to local undulations of the path over which they travel, but rather bridge said undulations whereby the forms maintain a relatively constant average level. In this fashion the level of the road is maintained substan-- tially constant since it is dependent upon the upper surfaces of the forms.

Other objects and advantages of the present invention will be apparent from the accompanying drawings and following detailed description.

In the drawings,

Fig. 1 is a top plan view of the improved road building machine comprising the concepts of the present in vention.

Fig. 2 is a front elevational view of the device shown in Fig. 1.

Fig. 3 is a side elevation of the machine illustrated in Figs. 1 and 2.

Fig. 4 is an enlarged detailed sectional view taken on line 4-4 of Fig. 3.

Fig. 5 is an enlarged detailed sectional view taken on line 55 of Fig. 3.

Fig. 6 is an enlarged detailed sectional view taken on line 66 of Fig. 3.

Fig. 7 is a sectional view taken on line 77 of Fig. 6.

Fig. 8 is a transverse sectional view of the laid road confined between the opposite slip forms.

Fig. 9 is a diagrammatic top plan view illustrating the road laying machine and the retaining forms being towed by the machine. v

Referring in detail to the drawings, 1 indicates generally the road building machine comprising the present invention. The machine 1 comprises essentially a frame portion 2, a driving mechanism 3 and opposite tracks and slipforms 4.

The frame portion 2 comprises spaced transverse beams 'Sand spaced longitudinal beams 6 suitably reinforced by braces 7. Adjacent the opposite end portions of the transverse beams 5 said beams extend downwardly, as shown best at 8 in Fig. 2, and are joined to and supported by opposite slip forms 9, the points of juncture being reinforced by plates it).

As shown best in Fig. 6, each of the slip forms 9 com prises a relatively elongated beam of substantially H section, each having an outer flange 11 and an inner flange 12 connected by web 13. A plate 14 may be secured, as by welding 15, to the upper edges of the opposite flanges 11 and 12 thereby forming a box section at the upper portion of the slip form. As will be hereinafter more fully described, the inner flanges 12 of the opposite slip forms define and confine the lateral edges of the road during the formation thereof.

As can readily be seen, the entire frame 2 together with the drive mechanism carried thereby is supported upon the two opposite slip forms which, in turn, are supported by driving tracks 16. Thus, the entire machine is supported upon said tracks beneath the slip forms. The tracks 16 each comprise a plurality of pairs of articulated links 17, the pairs being joined end-to-end by hinge pins 18. Each of the links 17 carries a flange 19 along one edge thereof and secured to the flanges 19 of each pair of links, as by welding or the like, is a tread plate 20. Thus, the entire machine rests upon the tread plates 20 of the tracks 16 when said tread plates are in-their downward position at the lowerpasses of the tracks. v

A channel iron 21 is secured to the lower face of web 13 of each of the slip forms 9, and a second channel iron 22 is secured, in back-to-back relationship to each channel iron 21. Carried on each hinge pin of each track 16 is a roller 23- which is confined in position between links 17, the rolls 23 all being free to rotate upon the hinge pins. At the lower passes of the tracks the rollers 23 support the slip forms, the peripheries of the rollers being in contact with the lower channel irons 22. Thus, the channels 22 function as guides for the rollers 23.

Adjacent the forward end of each ship form 9 a pair of spaced bearings 24 are carried upon the slip forms, said bearings functioning to journal shafts 25 on the opposite slip forms. An idler sprocket wheel 26 is carried upon each shaft 25. Web 13 and. channel irons 21 and 22 are provided with slots whereby the tracks 16 at the forwardmost extremity of travel may engage each sprocket wheel 26, each wheel having spaced notches 26a in its periphery for complemental reception of the rollers 23 on the respective track 16.

Adjacent the rear end of each slip form 9 a pair of spaced bearings 27 are carried upon the slip forms, said bearings functioning to journal shafts 28 on the opposite slip forms. A driving sprocket wheel 29 is carried upon each shaft 28, being confined between spacers 30 carried upon said shaft. Web 13 and channel irons 21 and 22 are provided with slots whereby the tracks 16 at their rearmost extremity of travel may engage each spocket wheel 29, each wheel having spaced notches 29a in its periphery for complemental reception of and driving engagement with the rollers 23 and the respective track 16.

As will be hereinafter more fully described the opposite sprocket wheels 29 are driven by the respective shafts 28 and the tracks move in an endless path around the terminal sprocket wheels, moving beneath the slip forms at the lower pass and traveling over guide tracks 31, carried at each side of the machine, at the upper pass. Thus, the machine may be moved forwardly by the action of the tracks, the forward end of the machine being toward the idler sprocket wheels 26.

Inasmuch as the inner flanges 12 of the slip forms define the road to be laid and the thickness of the road is substantially equal to the height of the slip forms, it can readily be seen that as the machine travels forwardly it is most desirable that the upper edge of the slip forms move forwardly along relatively constant straight lines. In view of the fact that the slip forms are relatively long and that the tread plates beneath the slip forms are backed up by the rigid slip forms, the slip forms will not rise and fall in response to local undulations of the path over which the slip forms travel, but will assume a substantially constant average level which, in turn, is conducive to the formation of a road having a substantially constant average level as the machine proceeds forwardly.

Mounted upon the frame members is a platform 32 upon which a prime mover, preferably an internal combustion engine 33, is carried. The engine 33 drives a sprocket wheel 34- through a suitable clutch mechanism (not shown) conrtolled by lever 35. A sprocket chain 36, trained around sprocket wheel 34, drives sprocket wheel 37 carried upon the input shaft of a conventional gear transmission 38 which latter feeds into a second transmission 38. The output shaft 39 of the transmission 38 carries two sprocket wheels 40 and 41 around which sprocket chains. 42 and 43, respectively, are trained. Gearshift levers 44 control the transmissions 38 and 38' whereby the speed of the output shaft 39 may be changed. By the use of the two transmissions 38 and 38' connected in series the machine may be operated at a large number of different speeds. In addition, by connecting the transmissions in series the gear reduction is increased, the machine, of necessity being driven at a low linear speed.

A frame portion 45 extends rearwardly of the machine and supports a clutch 46 and a gear reduction device 47 associated with the chain drive 42, and a clutch 48 and gear reduction device 49 associated with the chain drive 43. Clutch operating mechanism, shown diagrammatically at 50 in Fig. 1, functions, through diagrammatically shown linkages 51 and 52, to control clutches 46 and 48, respectively.

The gear reducer 47 has an output shaft which is cond nected by universal joint 53 to drive shaft 54, which at its opposite end is connected by universal joint 55 to one shaft 28. Similarly, the output shaft of the gear reducer 49 is connected by universal joint 56 to drive shaft 57 which at its opposite end is connected by universal joint 58 to the opposite shaft 28.

The arrangement is such that by the manipulation of the clutch-operating mechanism 58 the drive shafts 54 and 57 may be controlled, it being possible to drive shaft 54 while maintaining shaft 57 stationary; to drive shaft 57 while maintaining shaft 54 stationary, or to drive both shafts 54 and 57 simultaneously. Thus, the movement of the tracks 16 upon the opposite sides of the machine may be driven separately or driven together. Hence, the machine may be driven along a desired path of travel, it being possible to thus steer the machine by the proper actuation of the opposite tracks 16.

At the forward portion of the frame 2 of the machine, a transverse beam 59 is carried by a transverse frame member 5, being adjustably carried thereon by means of screw adjusting devices 60 whereby said transverse beam 59 may be raised and lowered. A plurality of scraper blades 61 are secured to the beam 59 in such fashion that the scraper blades are individually adjustable upon the beam.

Thus, a space 62 is provided at the forward portion of the machine, defined by the forward portions of the opposite slip forms 9 and the scraper blades 61. In operation, mixed Portland cement concrete (not shown) is deposited in the space 62 and roughly leveled therein manually or by any suitable means. As the machine moves forwardly the scraper blades encounter the material and tend to level the material to the approximate level of the upper edges of the slip forms. Thus, a relatively flat mass of concrete is laid having a width equal to the distance between the inner flanges 12 of the opposite slip forms and a height equal to the distance of the lower edges of the scraper blades from the bed of the road.

If desired, the lower edges of the scraper blades 61 may be substantially flush with the upper edges of the slip forms across the entire machine, or the intermediate scraper blades 61 may be raised higher than the outer blades whereby a crown may be formed upon the laid road material mass.

Thus, a road section is continuously laid as the machine proceeds forwardly with a level which is an approximation of the level of the finished road. However, the surface of the road mass is more or less in rough condition and will be smoothed by the apparatus hereinafter more fully described.

A transverse beam 63 is positioned beneath frame 2 and is supported at each of its ends by a V-shaped frame 64, at the ends of the arms of the V, rollers 65 being carried which rest upon the upper surfaces of the opposite slip forms. A vibrator plate 66 carrying at its lower edge a vibrator shoe 67 is supported by the beam 63, the shoe being adapted to make vibrating contact with the upper surface of the road material mass. Consequently, in use of the apparatus, the beam 63 and vibra tory shoe 67 are supported in a manner conventional in the art, i.e., in part on the machine frame and in part on the concrete being spread, as is shown for example, in Jackson 2,584,459, and Barnes 2,693,136. An electric vibrating mechanism 68 is connected with the vibrator plate 66 and imparts vibration to the plate of relatively high frequency and relatively small amplitude. An electrical generator 69 may be carried upon frame 2 and is driven by any suitable means (not shown) whereby current may be supplied to the vibrating mechanism 68 through conductor 70.

The vibration of the road material by the shoe 67 densifies the road material mass, and if the mass comprises concrete,'the fines are brought to the surface of the mass and the heavier aggregate submerged. Thus, the

upper surface of the road material mass is brought to a consistency which permits it to be smoothed.

A screed plate 71 is positioned beneath the frame 2 rearwardly of the vibrator, and supports at its lower edge, an angle iron 72. A screed 73 is carried by the angle iron 72 and comprises a relatively flexible sheet preferably constructed of flexible rubber, leather, or rubber composition. An arm 74 is pivotally connected at one end to the screed plate 71 and pivotally connects at its opposite end with a crank arm 75. Crank arm 75 is mounted upon shaft 76 which comprises the output shaft of a conventional gear reducer 77. The gear reducer 77 has input shaft 78 upon which a sprocket wheel 79 is mounted. A sprocket chain 80 is trained around wheel 79 and is driven by sprocket wheel 81 carried upon the output shaft 39 of the transmission 38.

The arrangement is such that when shaft 39 is driven, the screed plate 71 is reciprocated longitudinally and the screed 73 is dragged over the surface of the road material tending to smooth the upper surface thereof. It will be noted from Fig. 3, that the leading edge of the screed 73 is raised slightly whereby the vibrated road material will pass with ease beneath the screed whereby said material will not tend to accumulate or be backed up at the entrance edge of the screed.

Thus, it can be seen that the road material over which the machine passes is formed into a desired road section and is laterally retained and confined by the moving slip forms, while simultaneously the surface of the road mass is vibrated and smoothed.

If desired, auxiliary beams 82 (Fig. 9) may be secured at the rear ends of the slip forms 9 and a transverse spacing member 83 functions to space the rear end portions of the beams. The beams 82 are of an H-section similar to the slip forms, the upper portion of the H-section being formed as a box section, as shown best in Fig. 8. By the use of the auxiliary beams 82 a longer confining period for the lateral edge of the road mass 84 is provided which permits a more rapid forward movement of the machine without danger of crumbling of the lateral edges of the newly formed road.

It can readily be seen that herein is provided a road building machine which eliminates the necessity of erecting and dismantling fixed forms. The machine comprising the present invention carries its own forms which move forwardly therewith, the forms progressing along the same path of travel as the tracks which move the machine, the forms and tracks functioning to support the driving means for the machine, the vibrator and the screed.

We claim as our invention:

A concrete road making machine comprising, in combination, a main unit including a rigid frame comprising generally transverse frame members and elongate longitudinally extending members rigidly secured to the 0pposite sides of said transverse members and extending forwardly and rearwardly therefrom, said longitudinally extending members including inner vertical faces serving as slip forms and defining opposite lateral sides of a concrete road to be formed, an endless articulated track mounted for movement on each longitudinal frame member in surrounding relation thereto, each of said tracks having upper and lower passes of substantially the same length as said longitudinal frame members, said longitudinal frame members resting on the lower passes of said tracks throughout their lengths with the inner slip form faces thereof extending downwardly to a point sub- 6 stantially in alignment with the ground engaging surfaces of said tracks, means mounted on said main unit frame for moving said tracks to propel said machine forwardly, the forward extension of said longitudinally extending frame members being of suificient length whereby said longitudinal frame members adjacent their forward ends laterally define an area in which concrete may be initially deposited, a plurality of concrete working instrumentalities each mounted at least in part on said frame and extending transversely of said longitudinal frame members substantially at right angles thereto, said instrumentalities including a strike-off blade disposed rearwardly of the forward end portions of said longitudinal frame members, adjustable support means adjustably mounting said strike-off blade on said frame for vertical adjustment relative thereto, said strike-01f blade comprising the for- Wardmost one of said instrumentalities for spreading deposited concrete uniformly between the forward end portions of said longitudinal frame members and for pushing forwardly thereof any excess concrete, means for adjusting said strike-off blade for crown, said instrumentalities also including a concrete vibrator unit spaced rearwardly from said strike-off blade and comprising the secondmost forward concrete working instrumentality, and surface finishing means spaced rearwardly from said vibrator unit, said vibrator unit extending between the lateral extremities of said longitudinal frame members and supported by said main unit and at least one trail form unit connected to the rearward end of said main unit, each trail form unit comprising a pair of auxiliary sli-p forms connected at their forward ends to the rearward ends of the preceding unit and disposed respectively with the inner faces thereof in substantial alignment with the inner slip form faces of said longitudinal frame members and forming respective continuations thereof, and a rigid cross beam disposed above and extending transversely between and secured at its opposite ends to the rearward ends of said auxiliary slip forms.

References Cited in the file of this patent UNITED STATES PATENTS 544,235 McKelvey Aug. 6, 1895 1,234,984 Walker July 31, 1917 1,306,353 Reynolds June 10, 1919 1,388,690 Baker Aug. 23, 1921 1,533,485 Webb Apr. 14, 1925 1,678,624 Carr July 24, 1928 2,029,431 Lewis Feb. 4, 1936 2,054,436 Mosel Sept. 15, 1936 2,054,437 Mosel Sept. 15, 1936 2,162,665 Mosel June 13, 1939 2,252,717 Lundbye Aug. 19, 1941 2,380,435 Heltzel July 31, 1945 2,440,518 Lewis et a1. Apr. 27, 1948 FOREIGN PATENTS 431,730 Germany July 17, 1926 1,063,468 France Dec. 16, 1953 OTHER REFERENCES Engineering News Record, March 17, 1938, page 23.

Engineering Terminology (Brown and Runner), Gillette Publishing Co. (Chicago), 1939, pages 149 and 288.

Construction Methods and Equipment, September 1953 (pages 128, 129 and 132).

Publication: Construction Methods and Equipment. March 1954, page 82. 

